System for evacuation of personnel from a capsized vessel

ABSTRACT

A system for evacuation of personnel from a capsized vessel via a watertight and airtight sluice comprising an inner and an outer escape hatch. The inner escape hatch leads from inside the vessel to an evacuation room, and the room is provided with an outer escape hatch. The outer escape hatch leads out through the bottom hull of the vessel, and each escape hatch, is fitted with a mechanism comprising a sensor, a control center, locking means and a communication interface between the mechanisms. Wherein the sensors read if one of the escape hatches is open or locked, if the sensor reads that an escape hatch is open, it sends a message to its control center, the control center sends this message to the control center on the opposing hatch, the control center on the opposing hatch uses its locking means to make sure the escape hatch cannot be opened.

TECHNICAL FIELD

The present invention regards a device and a procedure for the evacuation of a vessel, and especially the evacuation of a capsized vessel and where the remaining escape routes for various reasons cannot be used.

BACKGROUND OF THE INVENTION

When a vessel capsizes the problem arises that the people on board cannot take advantage of the common emergency exits in a ship. This is because they are either under water or are difficult to use due to the fact that they are upside down. In addition, there arises a problem that people who are in the bottom of the vessel, such as the engine room, must find his way out of the vessel when it is upside down and out through escape routes that might be filled with water.

Furthermore, it is important that the watertight bulkheads are closed as quickly as possible to prevent the vessel filling up with water in order to prevent it from sinking. It is thus a danger in the event of a capsize that people are trapped inside the boat, and must be cut out.

There is at the present time no effective solution for evacuation of a capsized vessel and in the report “Risk Estimates for domestic ferry traffic 2008”, conducted by the Norwegian Maritime Directorate, the Norwegian Public Roads Administration and the National Association for Shipping Companies, it is concluded that the “capsize is an accident type with low probability but potentially major consequences.”

There are many examples of these consequences from the recent years from Norwegian ships alone.

MS “Bourbon Dolphin” was an anchor handling vessels owned by shipping company Bourbon Offshore Norway in Fosnavåg. It was built at Ulstein Yard in 2006 and was of the type “Ulstein A102.” The ship capsized while moving the anchor for the semi-submersible drilling rig Transocean Rather about 75 nautical mile west of Shetland, at 18.20 on 12 Apr. 2007. Seven of the 15 crew were rescued alive, eight were found dead.

MS “Rocknes” was a specialized vessel for dumping of rocks on the seabed. In the afternoon, 19 Jan. 2004 the ship was southbound in the Vatle Stream, south of Bergen. After having run aground on an unmarked nine meter shallow MS “Rocknes” got stability problems and started tilting towards starboard. After a short time she capsized and remained upside down. Of the 30 who were on board, 18 was killed.

U.S. Pat. No. 1,130,301 describes a solution where there is a hatch that can be opened in the bottom of a rescue vessel. The invention describes a solution that will make it possible to get out of the rescue vessels if they were to be washed ashore up/down and you do not have the ability to open the main escape hatch at the top of the vessel.

This solution is designed for relatively small vessels and only if it is washed ashore.

Summary of invention

It is therefore an objective of the present invention, as described in the set of claims, to solve the problems mentioned above. This is done by implementing emergency exits in the bottom of a vessel which can be opened from the inside in case of capsize.

The solution comprises in a shaft or the like, e.g. from a control room to the first escape hatch in the bottom of the boat. Furthermore, the first escape hatch is opened making it possible to climb into an evacuation room in the bottom of the vessel. When everyone is inside the room the first escape hatch is closed before the second escape hatch is opened. Finally, e.g. a rope ladder or similar is folded out in order to make the descent into the water easier, and lifeboats are inflated.

BRIEF DESCRIPTION OF FIGURES

FIG. 1 is a cross section of the hull of a vessel with an embodiment of the invention implemented.

FIG. 2 is a more detailed picture of the invention according to the embodiment shown in FIG. 1

FIG. 3 shows the hull of a vessel as seen from the outside with the present invention implemented.

DETAILED DESCRIPTION

FIG. 1 is an embodiment of the present invention. It is shown a cross section of the fuselage 101 of a vessel. It can be seen that the hull comprises an inner 102 and an outer part 101 with a layer of air in between. This is a common solution in large vessels and is called watertight bulkheads. The watertight bulkheads prevent water from entering the vessel if the outer hull 101 is damaged and has sprung a leak.

In the present invention there is an outer escape hatch 103 in the outer hull, which opens into the evacuation room 107. This ensures the possibility of opening the escape hatch 103 when the ship lies heavily in the sea and the hatch 103 is partially under water.

The outer escape hatch 103 is not opened until everybody has put on the rescue equipment that is stored in the evacuation room 107. They will therefore be prepared for abandoning ship. The point is that everyone who is present in the evacuation room 107 must be prepared for the intrusion of water when the hatch 103 is opened.

Attached to the escape hatch 103 is, for example, either a rope ladder 104, or a ladder 108 in order to enabling the crew to climb up and out of the escape hatch 103.

In the bottom of the evacuation room 107, there is an inner escape hatch 105. The inner escape hatch 105 should turn inwards into the evacuation room 107. This is because in the event of damage to the bottom hull and water in the evacuation room 107 it will not be possible to open the inner escape hatch 105, since opening this hatch 105, if there is damage to the bottom hull in the evacuation room 107, can have disastrous consequences accelerating the sinking of the vessel.

The escape hatch 105 gives access to the sealed escape room 107.

Similarly as with the outer escape hatch 103, the inner escape hatch 105 has steps 204 in connection with it, in order to make it possible for people who are in the boat to get to the evacuation room 107 located between the two escape hatches 105, 103.

Furthermore, the automatic emergency light in the control room, shaft and evacuation room is activated if the vessel would end upside down.

An air vent ensures ventilation in the evacuation room. This air vent closes before the last escape hatch is opened. The valve can also be closed from the engine by, in case of damage to the hull.

All the rope ladders are released automatically if the ship should capsize. Furthermore, the emergency lights will be activated in order to make it possible to navigate if the power goes off.

The emergency hatches can advantageously have a solution that makes it impossible to have both the escape hatches open at the same time. This is in order to prevent that the open escape hatches will affect the buoyancy of the vessel. If both escape hatches are open at the same time, the air that keeps the boat floating will escape when the vessel is evacuated.

Several methods for preventing both escape hatches from being open at the same time can be used. A preferred embodiment of the present invention is a mechanical solution.

In this embodiment a handle is needed for opening the escape hatches. The same handle has to be used for opening both escape hatches. After a vessel has capsized the inner escape hatch 105 is opened from inside the vessel. On the inside of the inner escape hatch 105 there is a socket. A handle is placed into the socket on the inside of the inner escape hatch 103. The handle is turned and the inner escape hatch is locked. The escape hatch cannot be opened from inside the vessel if the escape hatch is locked from inside the evacuation room 107. The handle is removed from the socket on the inside of the inner escape hatch 105. The handle can only be removed from the socket on the inside of the inner escape hatch 105 when the inner escape hatch 105 is closed. The handle is then moved to a socket on the inside of the outer escape hatch 103. The handle is turned and the outer escape hatch 103 is opened. When the outer escape hatch 103 is open, the handle cannot be removed. The outer escape hatch 103 has to be locked before the handle can be removed.

So a handle is needed for opening the inner 105 and the outer escape hatch 103. Only one handle fits both escape hatches. The handle can only be removed if the hatch it is attached to is locked.

This embodiment ensures that both escape hatches cannot be open at the same time.

In an alternative embodiment it is placed a mechanism at each escape hatch. This mechanism comprises a sensor, a control center, locking means and a communication interface between both mechanisms. These sensors read if an escape hatch is open or locked. If the sensor reads that the escape hatch is open, it sends a message to the control center. The control center sends this message to the control center on the opposing hatch. The control center on the opposing hatch uses its locking means to make sure the escape hatch cannot be opened.

This ensures that there is a watertight and airtight sluice that has to be passed before evacuation.

In FIG. 2 we see the solution from FIG. 1 in further detail. Here it can be seen a shaft with a ladder 204 leading to the inner escape hatch 105 and into the evacuation room 107. Furthermore, it is mounted emergency lights 201 around the escape hatches in order to enable those in the evacuation room 107 to find the escape hatch if the electrical system in the vessel does not work during the evacuation.

The light from these lamps 201 is connected to a battery pack 202 that is activated when the vessel has a tilt more than a predetermined angle.

Inside the evacuation room 107 between the two escape hatches 103, 105, there is also emergency lighting that is powered by the same battery pack. Further there are containers 203 with emergency equipment that the crew can use in an evacuation. An example of this equipment is survival suits, life jackets, inflatable life rafts, flares, oxygen and the like.

Since the area is classified as a moist and damp area, the evacuation room 107 is fitted with a vent 205. The vent 205 prevents emergency equipment and the like from being destroyed by damp and rust. These air vents 205 can be open when the vessel is right side up. This is in order to ventilate the evacuation room 107. If the vessel capsizes the air vents 205 closes automatically. Should the ship run aground, and the hull is damaged, the vent 205 can be closed manually from inside the vessel.

When entering the sluice, the crew puts on the survival suits, close the inner escape hatch 105 and climb out of the outer escape hatch 103.

Further, in relation to the outer escape hatch 105, it is attached a rope ladder 106 or the like in order to safely take to the escaping personnel into the water.

The life rafts inflate when they hit water and the escapees can get away from the ship while waiting to be picked up by rescue personnel.

FIG. 3 is a perspective view of the bottom of a vessel. The number of escape hatches 301 and escape routes 302 has to be specifically fitted to each ship in order to make all rooms located in the bottom of the vessel able to evacuate from thru the hull of the vessel. Examples of such rooms may be cabins, control rooms and engine rooms. 

1. System for evacuation of personnel from a capsized vessel via a watertight and airtight sluice comprising: an inner and an outer escape hatch (103, 105), said inner escape hatch (105) leads from inside said vessel to an evacuation room (107), said room (107) is provided with an outer escape hatch (103), said outer escape hatch (103) lead out through the bottom hull of said vessel, each escape hatch (103, 105), is fitted with a mechanism comprising a sensor, a control center, locking means and a communication interface between said mechanisms, wherein the sensors read if one of the escape hatches is open or locked, if the sensor reads that an escape hatch is open, it sends a message to its control center, the control center sends this message to the control center on the opposing hatch, the control center on the opposing hatch uses its locking means to make sure the escape hatch cannot be opened.
 2. System according to claim 1 wherein a first device for climbing (104) and a second device for climbing (106) is attached to the outer escape hatch (103).
 3. System according to claim 1 wherein said evacuation room (107) and both hatches (103, 105) are illuminated by lamps (201) that receive energy from a battery pack (202).
 4. System according to claim 1 wherein said evacuation room (107) is equipped with at least one air vent (205) that is closed automatically if said vessel capsizes.
 5. System according to claim 2 wherein said inner escape hatch (105) is associated with a climbing device (204).
 6. System according to claim 5 wherein said climbing devices (104, 106, 204) can either be a set of steps or a rope ladder.
 7. System for evacuation of personnel from a capsized vessel via a watertight and airtight sluice comprising: an inner and an outer escape hatch (103, 105), said inner escape hatch (105) leads from inside said vessel to an evacuation room (107), said room (107) is provided with an outer escape hatch (103), said outer escape hatch (103) lead out through the bottom hull of said vessel, a handle is needed for opening the inner and the outer escape hatch (103, 105) only one handle fits both escape hatches, the handle can only be removed if the hatch it is attached to is locked. 